Morgan Aero 8

I owe Charles Morgan an apology. Here I am, a dedicated Morganist of the highest order. Here's Morgan introducing a radically new model (depending on how you count them, maybe only the fourth new model since 1910). And all I've done is carp about the .

My enlightenment comes through Bill Fink (of Isis Imports Ltd., P.O. Box 2290, Gateway Station, San Francisco, Calif. 94126; [415] 433-1344; isis@morgancars-usa.com). Bill has been custodian of what's likely the only Morgan Aero 8 in the country, and he was kind enough to offer it to me.

I hasten to add that this First Drive has aspects of prematurity. An official U.S. Aero 8, at perhaps $90,000, won't appear until 2004 at the earliest. Continuing even then is the Plus 8, currently $61,000 and a perfectly nice Morgan not terribly different from my own 1965 Plus Four 4-Passenger Family Tourer. Or a 1936 4/4.

But here is the Aero 8 now, and I got to drive it.

Truth is, the car looks better than its photos. I admire the Aero 8's profile, don't mind the rear and really like the direct head-on front view. It's only from front three-quarters that those oddly contoured headlights look goofy to me. I wonder if smaller pencil-beams would be better? I wonder if anyone within 200 miles of Pickersleigh Road, Malvern Link, Worcs., supplies them?

The best view is from the Aero 8 cockpit. There's a classic bonnet and sweeping fender shapes that are most wing-like (even if the Brits hadn't called them such). The cockpit is a bit on the snug side for the likes of me; this, because of reduced width and high doors. There's a mixture of old and new, engine-turned dash and center console, lots of leather panels and even a touch of wood.

The chassis beneath is a far cry from Morgan's traditional Belgian ash superstructure perched atop a willowy ladder frame (though, in fact, some ash is still in evidence). Famed Morganist Chris Lawrence had a hand in Aero 8 development, essentially an evolution of Charles' FIA GT2 race car. The CAD-formulated chassis is of Alcan aluminum. Its panels and extrusions are bonded and riveted to yield a torsionally stiff platform for the suspension's double-A-arms front and rear.

Automakers always seem to cite huge percentage gains in torsional stiffness. Only modesty prevents Morgan from setting an all-time record in this regard.

This robustness translates into a road feel that's much different from any other Morgan's. There's a oneness — a carved-from-a-block feel. Bill brought along a Plus 8 for a back-to-back comparison. The latter was a lot closer to my 1965 Plus Four in vintage feel.

Somehow, the Plus 8 feels more masculine as well, its Rover V-8 throb of much different character than the Aero 8's V-8 whir. The Aero 8 is quicker, though. Its 286 bhp and 317 lb.-ft. of torque ensure this.

The Aero 8 is more lithe and refined in its operation as well. The shifter feels like a magnet attracting you from slot to slot in the Getrag 6-speed; no surprise, as this and its fairly long throws are typical BMW. Steering is power-assisted (via GM electric boost); this, in marked contrast to classic Morgan practice of growing hair on your shoulders as you park. There are even electrically actuated side windows, for goodness' sake.

Give up my Plus Four side curtains??

I suppose there were stalwarts who complained in 1936 when Morgan added another wheel in back (hitherto, Moggies had all been trikes).

The Aero 8 ran at Le Mans last year and I was fortunate enough to be there to cheer it on. This was Morgan's first Le Mans appearance since 1962, when Chris Lawrence brought one home the sole finisher in its class (and, thus, a class winner!).

A valiant effort in 2002, the Aero 8 survived the night, and the car looked — and sounded — potent indeed.

So, here's my apology, Charles: The Aero 8 is radically different. Its styling is controversial. But I certainly enjoyed my drive of this new 21st-century Morgan. And it's certainly a real Morgan — one I hope to see perform admirably at Le Mans in 2003.

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